Interdigitated turbine engine air bearing cooling structure and method of thermal management

ABSTRACT

The present disclosure is directed to a gas turbine engine defining a longitudinal direction, a radial direction extended from an axial centerline, and a circumferential direction. The gas turbine engine includes a compressor section, a combustion section, and a turbine section in serial flow arrangement along the longitudinal direction. The gas turbine engine includes a low speed turbine rotor including a hub extended along the longitudinal direction and radially within the combustion section; a high speed turbine rotor including a high pressure (HP) shaft coupling the high speed turbine rotor to a HP compressor in the compressor section; and a first turbine bearing disposed radially between the hub of the low speed turbine rotor and the HP shaft. The HP shaft extends along the longitudinal direction and radially within the hub of the low speed turbine rotor. The high speed turbine rotor defines a turbine cooling conduit extended within the high speed turbine rotor. The first turbine bearing defines an outer air bearing along an outer diameter of the first turbine bearing and adjacent to the hub of the low speed turbine rotor. The first turbine bearing defines an inner air bearing along an inner diameter of the first turbine bearing and adjacent to the HP shaft. The first turbine bearing further defines a cooling orifice adjacent along the longitudinal direction to the turbine cooling conduit of the high speed turbine rotor. The cooling orifice and the turbine cooling conduit are in fluid communication.

FIELD

The present subject matter relates generally to gas turbine enginearchitecture. More particularly, the present subject matter relates to abearing arrangement and thermal management system for gas turbine engineturbine sections.

BACKGROUND

Gas turbine engines generally include a turbine section downstream of acombustion section that is rotatable with a compressor section to rotateand operate the gas turbine engine to generate power, such as propulsivethrust. General gas turbine engine design criteria often includeconflicting criteria that must be balanced or compromised, includingincreasing fuel efficiency, operational efficiency, and/or power outputwhile maintaining or reducing weight, part count, and/or packaging (i.e.axial and/or radial dimensions of the engine).

Conventional gas turbine engines generally include turbine sectionsdefining a high pressure turbine in serial flow arrangement with anintermediate pressure turbine and/or low pressure turbine. The highpressure turbine includes an inlet or nozzle guide vane between thecombustion section and the high pressure turbine rotor. Conventionally,combustion gases exiting the combustion section define a relatively lowvelocity compared to a velocity (e.g., along a circumferential ortangential direction) of the first rotating stage of the turbine,generally defined as the high pressure turbine rotor. Thus,conventionally, the nozzle guide vane serves to accelerate a flow ofcombustion gases exiting the combustion section to more closely match orexceed the high pressure turbine rotor speed along a tangential orcircumferential direction. Such acceleration of flow using a nozzleguide vane to match or exceed high pressure turbine rotor speed is knownto improve general engine operability and performance.

Thereafter, conventional gas turbine engine turbine sections generallyinclude successive rows or stages of stationary and rotating airfoils,or vanes and blades, respectively. This conventional configurationgenerally conditions a flow of the combustion gases entering and exitingeach stage of vanes and blades. However, conventional turbine sections,and especially stationary airfoils (i.e. vanes and nozzle guide vanes)require considerable quantities and masses of cooling air to mitigatedamage due to hot combustion gases. For example, generally, nozzle guidevanes are designed to withstand a maximum combustion gas temperaturealong an annulus (i.e. hot spots), which may be significantly largerthan an average combustion gas temperature along the annulus. Thus,conventional engines are designed to use significant quantities ormasses of cooling air from a compressor section or unburned air from thecombustion section to mitigate structural damage, wear, deterioration,and ultimately, maintenance and repair, of the nozzle guide vanes.However, this cooling air adversely affects overall engine efficiency,performance, fuel consumption, and/or operability by removing energythat could otherwise be used in combustion to drive the turbines,compressors, and fan. Still further, the nozzle guide vane is often alimiting component when determining maintenance and repair intervals forgas turbine engines, thereby limiting overall engine performance andefficiency.

A known solution to improve turbine section efficiency is tointerdigitate the rotors of the turbine section (i.e. successive rows orstages of rotating airfoils or blades). For example, a known solution isto configure a turbine section, in serial flow arrangement from anupstream end to a downstream end along a longitudinal direction, with anozzle guide vane, a high pressure turbine rotor, another turbine vanestage (i.e. stationary airfoils), and an intermediate pressure turbineinterdigitated with a low pressure turbine. Another known solution is toconfigure a turbine section, in serial flow arrangement, with a nozzleguide vane, a high pressure turbine rotor, and various levels ofinterdigitated rotors thereafter, including low, intermediate, or highpressure turbine rotors.

However, despite various known solutions, there exists a need structuresthat enable further interdigitation of the turbine section toward thecombustion section. Still further, there exists a need for methods ofarranging and operating turbine section bearings that enable efficientuse of compressed air for bearing operation and engine cooling.

BRIEF DESCRIPTION

Aspects and advantages of the invention will be set forth in part in thefollowing description, or may be obvious from the description, or may belearned through practice of the invention.

The present disclosure is directed to a gas turbine engine defining alongitudinal direction, a radial direction extended from an axialcenterline, and a circumferential direction. The gas turbine engineincludes a compressor section, a combustion section, and a turbinesection in serial flow arrangement along the longitudinal direction. Thegas turbine engine includes a low speed turbine rotor including a hubextended along the longitudinal direction and radially within thecombustion section; a high speed turbine rotor including a high pressure(HP) shaft coupling the high speed turbine rotor to a HP compressor inthe compressor section; and a first turbine bearing disposed radiallybetween the hub of the low speed turbine rotor and the HP shaft. The HPshaft extends along the longitudinal direction and radially within thehub of the low speed turbine rotor. The high speed turbine rotor definesa turbine cooling conduit extended within the high speed turbine rotor.The first turbine bearing defines an outer air bearing along an outerdiameter of the first turbine bearing and adjacent to the hub of the lowspeed turbine rotor. The first turbine bearing defines an inner airbearing along an inner diameter of the first turbine bearing andadjacent to the HP shaft. The first turbine bearing further defines acooling orifice adjacent along the longitudinal direction to the turbinecooling conduit of the high speed turbine rotor. The cooling orifice andthe turbine cooling conduit are in fluid communication.

In one embodiment, the cooling orifice defines a nozzle configured toaccelerate a flow of air from the first turbine bearing to the turbinecooling conduit of the high speed turbine rotor.

In another embodiment, the cooling orifice defines a plurality of vanesconfigured to accelerate a flow of air along the longitudinal andcircumferential directions, and the acceleration along thecircumferential direction is along the same direction of rotation as thehigh speed turbine rotor.

In various embodiments, the combustion section defines a pressure plenumdownstream of the compressor section, and wherein the engine furthercomprises a first manifold extended from and in fluid communication withthe pressure plenum to the first turbine bearing. In one embodiment, thegas turbine engine includes a second manifold extended from the firstturbine bearing in fluid communication with a pressure regulating valve.In another embodiment, the engine further includes a third manifoldextended from the pressure plenum to a pressure regulating valve, inwhich the pressure plenum and the pressure regulating valve are in fluidcommunication via the third manifold.

In various embodiments, the engine further includes a fourth manifoldextended from the pressure plenum to the first turbine bearing, thefourth manifold independently operable from the first manifold. In oneembodiment, the fourth manifold, the cooling orifice, and the turbinecooling conduit are together in fluid communication.

In one embodiment, the first turbine bearing includes an outer pluralityof orifices arranged at least along the longitudinal direction andcircumferentially along the outer air bearing. The outer plurality oforifices is adjacent to the hub of the low speed turbine rotor. Thefirst turbine bearing includes an inner plurality of orifices arrangedat least along the longitudinal direction and circumferentially alongthe inner air bearing, in which the inner plurality of orifices isadjacent to the high speed turbine rotor.

In another embodiment, the first turbine bearing defines an at leastpartially annular groove at an outer diameter of the first turbinebearing, in which the groove is radially adjacent to the hub of the lowspeed turbine rotor.

In yet another embodiment, the engine defines a compressor sealinterface between the HP compressor and the first turbine bearing, inwhich the engine defines a first cavity extended at least partiallycircumferentially around the axial centerline of the engine.

In still another embodiment, the engine defines a turbine seal interfacebetween the high speed turbine rotor and the first turbine bearing, inwhich the engine defines a second cavity extended at least partiallycircumferentially around the axial centerline of the engine.

The present disclosure is further directed to a method of operating agas turbine engine, in which the engine includes a first turbine bearingdefining an outer air bearing disposed radially adjacent to a low speedturbine rotor hub of a low speed turbine rotor and an inner bearingdisposed radially adjacent to a high pressure (HP) shaft coupled to ahigh speed turbine rotor, wherein a first manifold is in fluidcommunication from a pressure plenum of a combustion section to thefirst turbine bearing, and wherein a second manifold is in fluidcommunication from the first turbine bearing to a pressure regulatingvalve, and wherein a third manifold is in fluid communication from thepressure plenum of the combustion section to the pressure regulatingvalve, and wherein a fourth manifold is in fluid communication from thepressure plenum of the combustion section to the turbine cooling conduitof the high speed turbine rotor. The method includes flowing air fromthe pressure plenum to the first turbine bearing; flowing air betweenthe outer air bearing and the low speed turbine rotor hub; flowing airbetween the inner air bearing and the HP shaft; flowing air from thefirst turbine bearing to the pressure regulating valve via the secondmanifold; and flowing air from the first turbine bearing through aturbine cooling circuit of the high speed turbine rotor.

In one embodiment, the method further includes flowing air from thepressure plenum of the combustion section to the pressure regulatingvalve via the third manifold.

In another embodiment, flowing air from the first turbine bearingthrough the turbine cooling circuit includes flowing air through thefourth manifold independent of the first manifold.

In yet another embodiment, the method further includes modulating theflow of air from the first turbine bearing through the turbine coolingcircuit of the high speed turbine rotor.

In still another embodiment, the method further includes flowing airfrom between the outer air bearing and the low speed turbine rotor hubto the core flowpath of the turbine section.

In various embodiments, the method further includes providing a firstsupply of air from between the outer air bearing and the low speedturbine rotor hub; providing a second supply of air from between theinner air bearing and the HP shaft; and flowing the first supply of airand the second supply of air through the second manifold to the pressureregulating valve. In one embodiment, the method further includesmonitoring a difference in air pressure from the second manifold and thethird manifold. In another embodiment, monitoring a difference in airpressure from the second manifold and the third manifold includesmonitoring a difference in pressure from the pressure plenum andpressure from the first supply of air and the second supply of air fromthe first turbine bearing.

These and other features, aspects and advantages of the presentinvention will become better understood with reference to the followingdescription and appended claims. The accompanying drawings, which areincorporated in and constitute a part of this specification, illustrateembodiments of the invention and, together with the description, serveto explain the principles of the invention.

BRIEF DESCRIPTION OF THE DRAWINGS

A full and enabling disclosure of the present invention, including thebest mode thereof, directed to one of ordinary skill in the art, is setforth in the specification, which makes reference to the appendedfigures, in which:

FIG. 1 is a schematic cross sectional view of an exemplary gas turbineengine incorporating an exemplary embodiment of a turbine sectionaccording to an aspect of the present disclosure;

FIG. 2 is a schematic cross sectional view of an embodiment of acombustion section and turbine section of the engine shown in FIG. 1including an embodiment of a first turbine bearing supporting theturbine section;

FIG. 3 is a schematic cross sectional view of an embodiment of theengine including a first turbine bearing supporting the turbine sectionshown in FIGS. 1-2;

FIG. 4 is a schematic cross sectional view of another embodiment of theengine including a first turbine bearing supporting the turbine sectionshown in FIGS. 1-2;

FIG. 5 is a schematic cross sectional view of yet another embodiment ofthe engine including a first turbine bearing supporting the turbinesection shown in FIGS. 1-2;

FIG. 6 is a schematic cross sectional view of still another embodimentof the engine including a first turbine bearing supporting the turbinesection shown in FIGS. 1-2;

FIG. 7 is a schematic flowchart depicting flows through the engineincluding a first turbine bearing according to various embodiments shownin FIGS. 1-7;

FIG. 8 is an exemplary flowchart outlining a method of operating the gasturbine engine shown and described in regard to FIGS. 1-7;

FIG. 9 is an exemplary flowchart outlining a method of turbine sectionthermal management for the gas turbine engine shown and described inregard to FIGS. 1-7; and

FIG. 10 is an exemplary flowchart outlining another method of turbinesection thermal management for the gas turbine engine shown anddescribed in regard to FIGS. 1-7.

Repeat use of reference characters in the present specification anddrawings is intended to represent the same or analogous features orelements of the present invention.

DETAILED DESCRIPTION

Reference now will be made in detail to embodiments of the invention,one or more examples of which are illustrated in the drawings. Eachexample is provided by way of explanation of the invention, notlimitation of the invention. In fact, it will be apparent to thoseskilled in the art that various modifications and variations can be madein the present invention without departing from the scope or spirit ofthe invention. For instance, features illustrated or described as partof one embodiment can be used with another embodiment to yield a stillfurther embodiment. Thus, it is intended that the present inventioncovers such modifications and variations as come within the scope of theappended claims and their equivalents.

As used herein, the terms “first”, “second”, and “third” may be usedinterchangeably to distinguish one component from another and are notintended to signify location or importance of the individual components.

The terms “upstream” and “downstream” refer to the relative directionwith respect to fluid flow in a fluid pathway. For example, “upstream”refers to the direction from which the fluid flows, and “downstream”refers to the direction to which the fluid flows.

The terms “low”, “intermediate”, “high”, or their respective comparativedegrees (e.g. —er, where applicable) each refer to relative speedswithin an engine unless otherwise specified. For example, a “lowturbine” or “low speed turbine” defines a rotational speed lower than a“high turbine” or “high speed turbine”. Alternatively, unless otherwisespecified, the aforementioned terms may be understood in theirsuperlative degree. For example, a “low turbine” may refer to the lowestrotational speed turbine within a turbine section, and a “high turbine”may refer to the highest rotational speed turbine within the turbinesection.

Exemplary embodiments of a first turbine bearing for an interdigitatedturbine section are generally provided as well as methods of operationand thermal management. The first turbine bearing defines an outer airbearing disposed adjacent to a low speed turbine rotor and an inner airbearing disposed adjacent to a high speed turbine rotor. The low speedturbine rotor generally defines a low speed turbine rotor interdigitatedforward of and among rows of the high speed turbine rotor defining ahigh speed turbine rotor. In various embodiments, the first turbinebearing, and methods of operation thereof, include providing cooling tothe high speed turbine rotor and/or an outer diameter (OD) secondaryflowpath of the turbine section.

The embodiments of the gas turbine engine including the first turbinebearing, and methods of operation thereof, may enable efficient use ofcooling air for operation of the first turbine bearing and turbinesection, thereby improving overall gas turbine efficiency and/orreducing fuel consumption. The embodiments of the gas turbine enginewith interdigitated turbine section shown and described herein mayfurther enable additional stages of interdigitation of the low speedturbine rotor and the high speed turbine rotor, up to and including oneor more stages of the low speed turbine rotor forward or upstream of thehigh speed turbine rotor. In various embodiments, the gas turbine enginewith interdigitated turbine section may further reduce cooling airconsumption, increase engine efficiency, performance, and/oroperability, and/or reduce part quantities, weight, and/or packaging(i.e. axial and/or radial dimensions). Still further, the interdigitatedturbine section may reduce a product of axial flow area and the squareof the rotational speed (the product referred to as “AN²”) whileadditionally reducing an average work factor per stage of the turbinesection.

Referring now to the drawings, FIG. 1 is a schematic cross sectionalview of an exemplary gas turbine engine 10 (herein referred to as“engine 10”), shown as a high bypass turbofan engine, incorporating anexemplary embodiment of a turbine section 90 according to an aspect ofthe present disclosure. Although further described below with referenceto a turbofan engine, the present disclosure is also applicable toturbomachinery in general, including propfan, turbojet, turboprop, andturboshaft gas turbine engines, including marine and industrial turbineengines and auxiliary power units. Still further, although describedbelow as a three-spool gas turbine engine, the present disclosure isalso applicable to two-spool gas turbine engines. As shown in FIG. 1,the engine 10 has a longitudinal or axial centerline axis 12 thatextends there through for reference purposes. The engine 10 defines alongitudinal direction L, a radial direction R, and an upstream end 99and a downstream end 98 along the longitudinal direction L.

In general, the engine 10 may include a substantially tubular outercasing 18 that defines an annular inlet 20. The outer casing 18 encasesor at least partially flows, in serial flow arrangement, a compressorsection 21, a combustion section 26, and an interdigitated turbinesection 90 (herein referred to as “turbine section 90”). Generally, theengine 10 defines, in serial flow arrangement from the upstream end 99to the downstream end 98, the fan assembly 14, the compressor section21, the combustion section 26, and the turbine section 90. In theembodiment shown in FIG. 1, the compressor section 21 defines a highpressure (HP) compressor 24 and an intermediate pressure (IP) compressor22. In other embodiments, the fan assembly 14 may further include ordefine one or more stages of a plurality of fan blades 42 that arecoupled to and extend outwardly in the radial direction R from a fanrotor 15 and/or a low speed shaft 36. In various embodiments, multiplestages of the plurality of fan blades 42 coupled to the low speed shaft36 may be referred to as a low pressure (LP) compressor.

An annular fan casing or nacelle 44 circumferentially surrounds at leasta portion of the fan assembly 14 and/or at least a portion of the outercasing 18. In one embodiment, the nacelle 44 may be supported relativeto the outer casing 18 by a plurality of circumferentially-spaced outletguide vanes or struts 46. At least a portion of the nacelle 44 mayextend over an outer portion (in radial direction R) of the outer casing18 so as to define a bypass airflow passage 48 therebetween.

Referring now to FIG. 2, an exemplary embodiment of the turbine section90 of the engine 10 is generally provided. The turbine section 90includes a low speed turbine rotor 110 extended along the longitudinaldirection L. The low speed turbine rotor 110 includes an inner shroud112, an outer shroud 114, and at least one connecting airfoil 116coupling the inner shroud 112 to the outer shroud 114. The outer shroud114 includes a plurality of outer shroud airfoils 118 extended inwardalong the radial direction R. In various embodiments, the inner shroud112 may include a plurality of inner shroud airfoils 119 extendedoutward along the radial direction R.

The inner shroud 112 and the outer shroud 114 each extend generallyalong the longitudinal direction L. The inner shroud 112 and/or theouter shroud 114 may each extend at least partially in the radialdirection R. In various embodiments, the inner shroud 112 extends fromthe connecting airfoil 116. In one embodiment, the inner shroud 112further extends toward the downstream end 98 along the longitudinaldirection L. In still various embodiments, the outer shroud 114 extendsfrom the connecting airfoil 116 toward the upstream end 99 along thelongitudinal direction L toward the combustion section 26.

As shown on FIG. 4, a turbine casing 155 extends generally extended fromthe combustion section 26 along the longitudinal direction L andcircumferentially encompassing the turbine section 90. The turbinecasing 155 may define an outer diameter (OD) secondary flowpath 71radially between the outer shroud 114 of the low speed turbine rotor 110and the turbine casing 155. The turbine casing 155 may include aplurality of orifices 156 through which a fluid may ingress or egress tothe secondary flowpath 71 and/or core flowpath 70.

Referring now to FIG. 2, the turbine section 90 further includes a highspeed turbine rotor 120 and an intermediate speed turbine rotor 130 eachdisposed forward or upstream 99 of the one or more connecting airfoils116 of the low speed turbine rotor 110. The high speed turbine rotor 120includes a plurality of high speed turbine airfoils 122 extended outwardalong the radial direction R. The intermediate speed turbine rotor 130includes a plurality of intermediate speed turbine airfoils 132 extendedoutward along the radial direction R. The pluralities of high speedturbine airfoils 122 and intermediate speed turbine airfoils 132 areeach disposed among the pluralities of outer shroud airfoils 118 of thelow speed turbine rotor 110 along the longitudinal direction L.

In various embodiments, the low speed turbine rotor 110 defines aplurality of stages of rotating airfoils, such as the plurality of outershroud airfoils 118 disposed along the longitudinal direction L, the oneor more connecting airfoils 116, and/or the plurality of inner shroudairfoils 119 disposed along the longitudinal direction L. In oneembodiment, the low speed turbine rotor 110 defines at least one stageforward or upstream 99 of the high speed turbine rotor 120. In anotherembodiment, the turbine section 90 defines a first stage of airfoils inwhich the first stage includes the plurality of outer shroud airfoils118 of the low speed turbine rotor 110 forward or upstream 99 of eachstage of the high speed turbine rotor 120.

In still various embodiments, such as shown in FIG. 2, the engine 10defines, in serial flow arrangement along the longitudinal direction Lfrom the upstream end 99 to the downstream end 98, the plurality ofouter shroud airfoils 118 of the low speed turbine rotor 110, theplurality of high speed turbine airfoils 122 of the high speed turbinerotor 120, and the plurality of outer shroud airfoils 118 of the lowspeed turbine rotor 110. In still various embodiments, additionaliterations of interdigitation of the low speed turbine rotor 110 and thehigh speed turbine rotor 120 may be defined forward or upstream 99 ofthe connecting airfoils 116.

In yet various embodiments, such as shown in FIG. 2, the engine 10further defines two or more stages of the low speed turbine rotor 110and one or more stages of the intermediate speed turbine rotor 130 ininterdigitation along the longitudinal direction L downstream of thehigh speed turbine rotor 120. For example, the engine 10 may define, inserial flow arrangement along the longitudinal direction L from theupstream end 99 to the downstream end 98, the combustion section 26, thefirst stage 101 of the low speed turbine rotor 110, the high speedturbine rotor 120, the low speed turbine rotor 110, the intermediatespeed turbine rotor 130, and the low speed turbine rotor 110. In oneembodiment, the engine 10 may further define additional stages ofinterdigitation of the high speed turbine rotor 120 and/or theintermediate speed turbine rotor 130 in interdigitation (i.e.alternating arrangement along the longitudinal direction L) with the lowspeed turbine rotor 110.

As another non-limiting example, as shown in FIG. 2, the engine 10 mayfurther define the serial flow arrangement of the plurality of outershroud airfoils 118, the plurality of high speed turbine airfoils 122,the plurality of outer shroud airfoils 118, the plurality ofintermediate speed turbine airfoils 132, the plurality of outer shroudairfoils 118, an additional plurality of intermediate speed turbineairfoils 132, and the connecting airfoils 116. It should be appreciatedthat although FIG. 2 shows the high speed turbine rotor 120 as definingone stage, the high speed turbine rotor 120 may define generally one ormore stages between the first stage 101 of the low speed turbine rotor110 and the connecting airfoils 116 of the low speed turbine rotor 110,and interdigitated therebetween along the longitudinal direction L.Similarly, it should be appreciated that although FIG. 1 shows theintermediate speed turbine rotor 130 as defining two stages, theintermediate speed turbine rotor 130 may define generally one or morestages between the high speed turbine rotor 120 and the connectingairfoils 116 of the low speed turbine rotor 110.

Referring now to FIGS. 1-7, in various embodiments, the low speedturbine rotor 110 is drivingly connected and rotatable with a low speedshaft 36 extended along the longitudinal direction L and generallyconcentric about the axial centerline 12. In one embodiment, as shown inFIG. 1, the low speed shaft 36 is connected to the fan assembly 14, ofwhich is driven in rotation by the low speed turbine rotor 110 of theturbine section 90. The low speed shaft 36 is connected to the fan rotor15 of the fan assembly 14. In various embodiments, the fan assembly 14may define a plurality of stages of the plurality of fan blades 42, ofwhich further define the LPC.

In various embodiments, the intermediate speed turbine rotor 130 isdrivingly connected and rotatable with an intermediate speed shaft 35extended along the longitudinal direction L and generally concentricabout the axial centerline 12. In one embodiment, as shown in FIG. 1,the intermediate speed shaft 35 is connected to the IP compressor 22, ofwhich is driven in rotation by the intermediate speed turbine rotor 130of the turbine section 90.

Referring still to FIGS. 1-7, the high speed turbine rotor 120 of theturbine section 90 is drivingly connected and rotatable with a HP shaft34 extended along the longitudinal direction L and generally concentricabout the axial centerline 12. The HP shaft 34 is connected to the HPcompressor 24, of which is driven in rotation by the high speed turbinerotor 120 of the turbine section 90.

Referring to FIG. 2, the turbine section 90 further includes one or moreturbine vanes 150. The turbine vane 150 may define a plurality ofstationary airfoils (i.e. vanes) in circumferential arrangement. In oneembodiment, the turbine vane 150 is disposed between the pluralities ofinner shroud airfoils 119 along the longitudinal direction L. In variousembodiments, the turbine vane 150 is disposed downstream 98 of theconnecting airfoil 116 of the low speed turbine rotor 110. The turbinevane 150, or pluralities thereof, interdigitated among the pluralitiesof inner shroud airfoils 119 may enable further conditioning of thecombustion gases 86 and work or energy extraction from the low speedturbine rotor 110 via the plurality of inner shroud airfoils 119.

During operation of the engine 10 as shown collectively in FIGS. 1-7,the high speed turbine rotor 120 rotates generally at a higherrotational speed than the intermediate speed turbine rotor 130. Theintermediate speed turbine rotor 130 rotates generally at a higher speedthan the low speed turbine rotor 110. During operation of the engine 10,a volume of air as indicated schematically by arrows 74 enters theengine 10 through an associated inlet 76 of the nacelle and/or fanassembly 14. As the air 74 passes across the fan blades 42, a portion ofthe air as indicated schematically by arrows 78 is directed or routedinto the bypass airflow passage 48 while another portion of the air asindicated schematically by arrows 80 is directed or through the fanassembly 14. Air 80 is progressively compressed as it flows through thecompressor section 21 toward the combustion section 26.

The now compressed air, as indicated schematically by arrows 82, flowsinto the combustion section 26 where a fuel 91 is introduced, mixed withat least a portion of the compressed air 82, and ignited to formcombustion gases 86. The combustion gases 86 flow into the turbinesection 90, causing rotary members of the turbine section 90 to rotateand support operation of respectively coupled rotary members in thecompressor section 21 and/or fan assembly 14.

In various embodiments, the low speed turbine rotor 110, and the lowspeed shaft 36 to which it is attached, rotates in a first directionalong the circumferential direction. The high speed turbine rotor 120,and the HP shaft 34 to which it is attached, rotates in a seconddirection opposite of the first direction along the circumferentialdirection. In one embodiment, the intermediate speed turbine rotor 130,and the intermediate speed shaft 35 to which it is attached, rotates inthe second direction in co-rotation with the high speed turbine rotor120 and in counter-rotation with the low speed turbine rotor 110.

It should further be understood that the first direction and the seconddirection as used and described herein are intended to denote directionsrelative to one another. Therefore, the first direction may refer to aclockwise rotation (viewed from downstream looking upstream) and thesecond direction may refer to a counter-clockwise rotation (viewed fromdownstream looking upstream). Alternatively, the first direction mayrefer to a counter-clockwise rotation (viewed from downstream lookingupstream) and the second direction may refer to a clockwise rotation(viewed from downstream looking upstream).

Still further during an operation of the engine 10, combustion gases 86exiting the combustion section 26 define a generally low speed towardthe downstream end 98 of the engine 10. A low speed rotation (e.g. alonga tangential or circumferential direction) of the first stage 101 of thelow speed turbine rotor 110 accelerates a speed of the combustion gases86, such as in the tangential or circumferential direction, toapproximately equal or greater than a speed of the high speed turbinerotor 120.

By defining the low speed turbine rotor 110 as the first stage 101 ofthe turbine section 90 aft or downstream of the combustion section 26,the engine 10 may obviate the need for a first turbine vane or nozzleguide vane to accelerate the combustion gases 86 forward or upstream ofthe high speed turbine rotor 120 defining a high speed turbine. As such,the engine 10 may reduce a quantity or mass of cooling air from thecompressor section 21 and/or combustion section 26, thereby increasingengine efficiency by enabling more energy (i.e. compressed air) to beused during combustion. Additionally, or alternatively, the turbinesection 90 may reduce necessary cooling air and enable increasedperformance and/or operability of the compressor section 21, includingsurge margin and/or efficiency, or decrease a required amount of workfrom the compressor section 21, which may reduce axial dimensions orstages of the compressor section 21 and further reduce engine packaging,weight, and/or part count, and generally improve engine 10 performance.

Additionally, obviating the need for the first turbine vane or nozzleguide vane may enable the turbine section 90, or more specifically, thefirst stage 101, as a rotating stage, to be designed to an averagecombustion gas 86 temperature rather than designed to accommodate peaktemperatures (i.e. high spots) along an annulus of the core flowpath 70within the combustion section 26. Therefore, as all of the plurality ofouter shroud airfoils 118 of the first stage 101 are rotating, all ofthe plurality of outer shroud airfoils 118 may only transiently endureadverse effects of combustion hot spots rather than substantiallysustained or constant exposure to a higher temperature from thecombustion gases in contrast to other locations about the annulus of thecore flowpath 70. Still further, the turbine section 90 described hereinmay enable alternative design methods for the combustion section 26 dueto a decreased adverse effect of combustion hot spots on the turbinesection 90. Therefore, the turbine section 90 may enable design of thecombustion section 26 to further improve combustion stability, decreaseemissions, increase operability across all or part of a flight envelope,increase altitude re-light performance, and/or decrease lean blowout(LBO).

Referring now to FIG. 3, a detailed schematic cross sectional view ofthe engine 10 including a first turbine bearing 200 supporting the lowspeed turbine rotor 110 and the high speed turbine rotor 120 isgenerally provided. The first turbine bearing 200 is disposed radiallybetween the hub 105 of the low speed turbine rotor 110 and the HP shaft34 coupled to the high speed turbine rotor 120. The first turbinebearing 200 defines an outer air bearing 210 along an outer diameter 215of the first turbine bearing 200 and adjacent to the hub 105 of the lowspeed turbine rotor 110. The first turbine bearing 200 further definesan inner air bearing 220 along an inner diameter 225 and adjacent to theHP shaft 34 coupled to the high speed turbine rotor 120.

In various embodiments, the first turbine bearing 200 includes an outerannular wall 211 at the outer diameter 215 of the outer air bearing 210and an inner annular wall 221 at the inner diameter 225 of the inner airbearing 220. Each of the outer and inner annular walls 211, 221 extendcircumferentially around the axial centerline 12 of the engine 10 andare generally concentric to the axial centerline 12. The outer annularwall 211 and inner annular wall 221 each extend at least partially alongthe longitudinal direction L. The first turbine bearing 200 furtherincludes an outer plurality of orifices 213 arranged at least along thelongitudinal direction L and circumferentially along the outer airbearing 210. The outer plurality of orifices 213 is adjacent to the hub105 of the low speed turbine rotor 110. The first turbine bearing 200still further includes an inner plurality of orifices 223 arranged atleast along the longitudinal direction L and circumferentially along theinner air bearing 220. The inner plurality of orifices 223 is adjacentto the HP shaft 34 coupled to the high speed turbine rotor 120.

In various embodiments, the outer air bearing 210 and/or the inner airbearing 220 may be formed of a plurality of segments arrangedsubstantially in circumferential arrangement about the axial centerline12 of the engine 10 to together define an approximately 360 degreeannular surface, such as the outer annular wall 211 and/or the innerannular wall 221.

Referring to FIG. 3, the combustion section 26 includes acompressor/diffuser frame 25 generally surrounding a combustor assemblyand defining a pressure plenum 84. The compressor/diffuser frame 25generally defines a pressure vessel defining the annular pressure plenum84 downstream of an exit of the HP compressor 24 and generally upstreamof and/or radially surrounding the combustion chamber 85 at which thecompressed air 82 substantially defines a compressor exit pressure. Thecompressor/diffuser frame 25 generally includes an inner diffuser frame27 generally annular and radially inward within the combustion section26. The inner diffuser frame 27 generally extends from the compressorsection 21 toward the turbine section 90, supporting the first turbinebearing 200 and a combustor assembly. The first turbine bearing 200 iscoupled to and cantilevered from the inner diffuser frame 27 toward theturbine section 90.

In various embodiments, the first turbine bearing 200 defines an atleast partially annular groove 217 at the outer diameter 215 of theouter annular wall 211 of the outer air bearing 210. The groove 217 isdisposed radially adjacent to the hub 105 of the low speed turbine rotor110. In various embodiments, the groove 217 is defined proximate to anupstream end of the hub 105 of the low speed turbine rotor 110. Forexample, the groove 217 may be defined on the outer air bearing 210radially adjacent to within 50% of the longitudinal span of the hub 105from the upstream end of the hub 105 (i.e., from the end of the hub 105most proximate to the upstream end 99 of the engine 10). As anotherexample, the groove 217 may be defined on the outer annular wall 211 ofthe first turbine bearing 200 adjacent along the radial direction Rwithin 30% of the span of the hub 105 along the longitudinal direction Lproximate to the upstream end 99 of the engine 10.

In one embodiment, the engine 10 further defines a compressor sealinterface 240 between the HP compressor 24 and the first turbine bearing200. Between the compressor seal interface 240 and the first turbinebearing 200, the engine 10 defines a first cavity 245 extended at leastpartially circumferentially around the axial centerline 12 of the engine10. The engine 10 further defines a turbine seal interface 250 betweenthe high speed turbine rotor 120 and the first turbine bearing. Betweenthe turbine seal interface 250 and the first turbine bearing 200, theengine 10 defines a second cavity 255 extended at least partiallycircumferentially around the axial centerline 12 of the engine 10. Theseal interfaces 240, 250 may each include a combination of a shroud andknife edge or labyrinth seal to define each seal interface 240, 250.

The engine 10 may further include a first manifold 260 extended from thepressure plenum 84 to the first turbine bearing 200 and in fluidcommunication therebetween. The compressed air 82 from the compressorsection 21 may flow from the pressure plenum 84 through the firstmanifold 260 into the first turbine bearing 200 as shown schematicallyby arrows 261. The air 261 through the first turbine bearing 200 flowsto and egresses through the first and second plurality of orifices 213,223 at the outer air bearing 210 and the inner air bearing 220 of thefirst turbine bearing 200.

The first turbine bearing 200 generally defines a hydrostatic airbearing through which the compressed air 261 egresses through the firstand second plurality of orifices 213, 223 to define a separating fluidfilm between the rotating components. At the outer air bearing 210 ofthe first turbine bearing 200, the compressed air 261 defines a fluidfilm between the outer annular wall 211 and the hub 105 of the low speedturbine rotor 110. At the inner air bearing 220 of the first turbinebearing 200, the compressed air 261 defines a fluid film between theinner annular wall 221 and the HP shaft 34 coupled to the high speedturbine rotor 120. The pressurized air from the compressor section 21and in the pressure plenum 84 at least partially defines or determinesan amount of clearance or distance between the hub 105 of the low speedturbine rotor 110 and the first turbine bearing 200, and between the HPshaft 34 of the high speed turbine rotor 120 and the first turbinebearing 200.

Referring now to FIG. 4, the first turbine bearing 200 shown anddescribed in regard to FIG. 3 may further define a cooling orifice 230axially adjacent to the high speed turbine rotor 120 through which aportion of the compressed air 261 within the first turbine bearing 200may egress into the high speed turbine rotor 120 to provide thermalattenuation or cooling, such as shown schematically by arrows 231. Invarious embodiments, the high speed turbine rotor 120 defines a turbinecooling circuit 125 extended therethrough at least partially along thelongitudinal direction L and radial direction R. The turbine coolingcircuit 125 is defined generally within the structure or walls of arotor, hub, or disk of the high speed turbine rotor 120. The turbinecooling circuit 125 may further be defined within the structure of thehigh speed turbine airfoils 122. The turbine cooling circuit 125 maydefine one or more cooling circuit egresses 127 at the high speedturbine airfoils 122, through which the compressed air 231 egresses thehigh speed turbine rotor 120 into the core flowpath 70 at the turbinesection 90.

In various embodiments, the cooling orifice 230 of the first turbinebearing 200 defines a nozzle to increase a speed of and/or direct a flowof air 231 to the cooling circuit 125 of the high speed turbine rotor120. For example, the cooling orifice 230 may define a plurality ofvanes defining a pressure side, a suction side, a leading edge, and atrailing edge, across which the compressed air 231 accelerates a flow ofthe air 231 along the longitudinal direction L and/or along thecircumferential direction to approximately match the rotational speed ofthe high speed turbine rotor 120. In various embodiments, the pluralityof vanes defined within the cooling orifice 230 may further acceleratethe flow of air 231 along the same direction of rotation as the highspeed turbine rotor 120 (i.e., co-directional or co-rotational). Forexample, in the embodiments described herein, the plurality of vanes ofthe cooling orifice 230 may accelerate the air 231 generally along thesecond direction along the circumferential direction generallyco-directional to the high speed turbine rotor 120 and opposite of thelow speed turbine rotor 110. However, in various embodiments, thecooling orifice 230 may accelerate the flow of air along the firstdirection.

Referring now to FIGS. 3-4, as the compressed air 261 pressurizes thespace between the outer air bearing 210 and the hub 105, a portion ofthe compressed air, shown schematically as 262, may egress into the coreflowpath 70. Furthermore, as the compressed air 261 pressurizes thespace between the first turbine bearing 200 and the hub 105 of the lowspeed turbine rotor 110, the compressed air 261 is collected in anannular cavity 218 defined by the groove 217 at the outer annular wall211. Furthermore, as the compressed air 261 pressurizes the spacebetween the first turbine bearing 200 and the HP shaft 34 coupled to thehigh speed turbine rotor 120, the compressed air 261 is collected in thefirst cavity 245 defined between the compressor seal interface 240 andthe first turbine bearing 200. In various embodiments, the compressedair 261 may further be collected in the second cavity 255 definedbetween the turbine seal interface 250 and the first turbine bearing200. The air collected in each cavity 218, 245, 255 may then becollected within the first turbine bearing 200 and egressed through asecond manifold 270 as shown schematically by arrows 271. The secondmanifold 270 is extended from the first turbine bearing 200 to apressure regulating valve 300 and in fluid communication therebetween.

In various embodiments, the second manifold 270 is in fluidcommunication with the annular cavity 218 and the first cavity 245. Thesecond manifold 270 may define a flow and pressure of the compressed air271 therethrough defined by the air from the annular cavity and thefirst cavity. In another embodiment, the second manifold 270 is furtherin fluid communication with the second cavity 255. The second manifold270 may define a flow and pressure of the compressed air 271therethrough defined by the air from the annular cavity, the firstcavity, and the second cavity.

In various embodiments, the engine 10 further includes a third manifold280 extended from the pressure plenum 84 of the combustion section 26 tothe pressure regulating valve 300 and in fluid communicationtherebetween. In one embodiment, the third manifold 280 communicates areference pressure or motive pressure to the pressure regulating valve300. The compressed air 82 in the pressure plenum 84 pressurizes thethird manifold 280 as shown schematically by arrows 281.

During operation of the engine 10 shown in FIGS. 1-4, the compressed air281 from the pressure plenum generally provides a reference pressure tothe pressure regulating valve 300 that may generally reflect orcorrespond to the pressure in pressure plenum 84. The pressureregulating valve 300 generally regulates a difference in pressurebetween the third manifold 280 and the compressed air 281 within it andthe second manifold 270 and the compressed air 271 egressing the firstturbine bearing 200. As such, the pressure regulating valve 300regulates the pressure of air between the hub 105 of the low speedturbine rotor 110 and the outer air bearing 210 as well as the pressureof air between the inner air bearing 220 and the HP shaft 34 coupled tothe high speed turbine rotor 120.

Referring now to FIG. 5, the engine 10 may be configured substantiallysimilarly to the embodiments shown and described in regard to FIGS. 1-4.In FIG. 5, the engine 10 may further define an OD turbine cooling supplymanifold 275 extended from the second manifold 270 and coupled to the ODsecondary flowpath 71 of the turbine section 90. In one embodiment, aone way valve 310 is coupled to the turbine cooling supply manifold 275to enable a flow of the compressed air 271 to the OD secondary flowpath71 of the turbine section 90. In various embodiments, the one way valve310 may be referred to as a check valve or non-return valve, enabling asingle direction of flow along the second manifold 270 from the firstturbine bearing 200.

During operation of the engine 10 shown in FIG. 5, when the pressure inthe pressure plenum 84 and, subsequently, the third manifold 280, islow, the pressure regulating valve 300 opens and sends the compressedair, as shown schematically by arrows 299, to a lower pressure sink. Inone embodiment, the lower pressure sink includes the core flowpath 70toward a downstream end 98 of the turbine section 90. In anotherembodiment, the lower pressure sink includes an ambient area radiallyoutside of the engine 10 (e.g., at approximately ambient or atmosphericpressure condition, such as at approximately 1 bar, or less at altitudesabove sea level). When the pressure regulating valve 300 opens and sendsthe compressed air 299 to the lower pressure sink, the one way valve 310generally closes. Conversely, when pressure in the pressure plenum 84 ishigh, the one way valve 310 generally opens and enables a flow of thecompressed air, as shown schematically by arrows 276, into the turbinesection 90. The compressed air 276 provides cooling to theinterdigitated low speed turbine rotor 110, such as the outer shroud 114and one or more of the plurality of outer shroud airfoils 118 extendedtherefrom. The compressed air 276 may additionally, or alternatively,provide buffering at one or more seals within the OD secondary flowpath271 to restrict a flow of air from higher pressure cavities (e.g., fromthe combustion section 26 or generally from higher pressures upstream ofothers within the OD secondary flowpath 271 of the turbine section 90).

When included in an aircraft, the engine 10 may define the pressure inthe pressure plenum 84 as low or high based, at least in part, on alanding and take-off (LTO) cycle of the aircraft, such as, but notlimited to, those defined by standards, regulations, or requirementsfrom the Federal Aviation Administration or the European Aviation SafetyAgency. For example, the LTO as known in the art generally includestaxi, take-off, climb, approach, landing, and taxi. The LTO may furtherinclude cruise following take-off and descent following cruise and priorto approach. Generally, the engine 10 defines a high pressure at thepressure plenum 84 at a cruise condition or higher, such as includingclimb and take-off. The engine 10 defines a low pressure at the pressureplenum 84 below a cruise condition, such as at approach, landing, andtaxi. Although various embodiments of the engine 10 may definequantitatively different high and low pressures at the pressure plenum84, it should be understood that various embodiments of the engine 10may define qualitatively similar pressures relative to the LTO.

It should be appreciated that although the engine 10 may define theaforementioned LTO during normal operation, deviations in the LTO maydefine a high pressure in the engine 10 at lower altitudes, such as, butnot limited to, altitudes commensurate to approach conditions or lower.For example, the engine 10 may define a high pressure approximatelysimilar to the cruise condition or higher when an aircraft increasespower to increase altitude or speed from an approach condition. As usedherein, cruise condition includes those abnormal operating conditionsthat may define pressures, flows, and/or temperatures within the engine10 generally similar to cruise condition. Still further, although theengine 10 is discussed in regard to within an aircraft, it should beappreciated that similar conditions may be defined in other apparatuses,including, but not limited to, power generation (e.g., industrial,auxiliary power unit, etc.), marine, locomotive, etc.

The first turbine bearing 200 supports the low speed turbine rotor 110inward of the plurality of outer shroud airfoils 118 at the first stage101. For example, the first turbine bearing 200 may support the overhungor cantilevered low speed turbine rotor 110 generally forward orupstream 99 of the high speed turbine rotor 120. Still further, thefirst turbine bearing 200 supports the high speed turbine rotor 120 andthe HP shaft 34 coupled to the HP compressor 24.

The arrangement of the first bearing 200 may provide support toward theupstream end 99 of the low speed turbine rotor 110 to be interdigitatedforward and/or among the high speed turbine rotor 120. Furthermore, thefirst bearing 200 provides support toward the upstream end 99 of the lowspeed turbine rotor 110 that limits an overhanging or cantileveredweight of the low speed turbine rotor 110 from the connecting airfoil116 upstream toward the combustion section 26. Still further, the firstbearing 200 provides support toward the upstream end 99 of the low speedturbine rotor 110 that provides balance to the inner shroud 112 and theplurality of inner shroud airfoils 119 extended therefrom toward thedownstream end 98 of the turbine section 90. In various embodiments, theaxially extended hub 105 of the low speed turbine rotor 110 may furtherdefine one or more balance planes. The balance plane may define featuresto which weight may be added to or removed from the low speed turbinerotor 110 to aid rotor balance and operation.

Referring now to FIG. 6, another exemplary embodiment of the engine 10including the first turbine bearing 200 supporting the low speed turbinerotor 110 and the high speed turbine rotor 120 is generally provided.The exemplary embodiment provided in FIG. 6 may be configuredsubstantially similarly as embodiments shown and described in regard toFIGS. 1-5. However, the embodiment of the engine 10 in FIG. 6 furtherincludes a fourth manifold 290 extended from the pressure plenum 84 andcoupled to the first turbine bearing 200. The fourth manifold 290provides fluid communication of flow and pressure of air from thepressure plenum 84 to the first turbine bearing 200, such as shownschematically by arrows 291, through the first turbine bearing 200 andegressing through the cooling orifice 230. The fourth manifold 290 maycollect air from the pressure plenum 84 independently of the firstmanifold 260 and the compressed air 261 pressurized therethrough to theouter air bearing 210 and the inner air bearing 220. As such, the fourthmanifold 290 may define orifices, volumes, or areas, including, but notlimited to, restrictor or orifice plates, variable geometry, valves,etc. that may induce a different pressure of compressed air 291 throughfirst turbine bearing 200 through the cooling orifice 230 and egressinginto the turbine cooling conduit 125 of the high speed turbine rotor 120(as shown schematically by arrows 231) than that of the compressed air261.

In various embodiments, the fourth manifold 290 may extend to a separateexternal compressed air source (e.g., outside of the pressure plenum 84or outside of the combustion section 26) to induce a flow and/orpressure independent of the flow or pressure through the pressure plenum84. The flow and/or pressure of air 291 through the fourth manifold 290may be actively or passively controlled separately from the air 261through the first manifold 260 into the first turbine bearing 200.Active control may include one or more of a valve or actuation to openor restrict air 291 to the turbine cooling circuit 125. Passive controlmay include one or more of a metering or restrictor plate, orifice, ornozzle, conduit, or manifold defining an area of volume sized to providea desired minimum or maximum flow and/or pressure at one or more engineoperating conditions.

Referring now to FIG. 7, an exemplary flowchart depicting flows of airand combustion gases through the engine 10 is generally provided. FIG. 7depicts flows as shown and described in regard to FIGS. 1-6, and variousembodiments thereof. However, it should be appreciated that theflowchart may include or omit any one or several embodiments asdiscussed in regard to each of FIGS. 1-6 or embodiments thereof. FIG. 7shows an initial flow of air 80 entering the core flowpath 70 of theengine 10. The air 80 enters the IP compressor 22 (or, in two-spoolembodiments, the LP compressor) and the HP compressor 24 to becomecompressed air 82 entering the combustion section 26. A portion of thecompressed air 82 egresses from the pressure plenum 84 and enters intothe first turbine bearing 200, as shown schematically at arrows 261. Asshown and discussed in regard to FIGS. 1-5, the compressed air 261egresses through the outer plurality of orifices 213 of the outer airbearing 210 and the inner plurality of orifices 223 of the inner airbearing 220, each of which generate a gap or clearance in support of thelow speed turbine rotor 110 and the high speed turbine rotor 120,respectively.

As shown and discussed in regard to FIGS. 1-6, the compressed air 261,after egressing from the outer air bearing 210 and inner air bearing220, is collected in one or more cavities, such as the annular cavity218, the first cavity 245, and/or the second cavity 255 (FIGS. 1-6), andegressed from the first turbine bearing 200, as shown schematically byarrows 271, to the pressure regulating valve 300.

Referring still to FIG. 7, a portion of compressed air 82 may beegressed from the pressure plenum 84 directly to the pressure regulatingvalve 300, such as shown schematically by arrows 281. The compressed air281 provides a reference pressure or motive pressure at the pressureregulating valve 300 in comparison to the input pressure from thecompressed air 271 egressing the first turbine bearing 200 and adifferential from the air 299 egressing the pressure regulating valve300 to a lower pressure sink (e.g., such as the core flowpath 70downstream of the turbine section 90, or an ambient condition).

In various embodiments, such as shown in FIGS. 6-7, compressed air 291may enter the first turbine bearing 200 and egress into high speedturbine rotor 120, as shown schematically by arrows 231, independentlyof the compressed air 261 at least partially going through the outer airbearing 210 and inner air bearing 220.

In still various embodiments, at least a portion of air may egress fromthe first turbine bearing 200 to the core flowpath at or upstream of theturbine section 90, as shown schematically by arrows 262.

Referring still to FIG. 7, a portion of air may egress from the pressureregulating valve 300 into the OD secondary flowpath 71 of the turbinesection 90, such as shown schematically by arrows 276. The compressedair 276 may provide cooling to the low speed turbine rotor 110interdigitated among the high speed turbine rotor 120. In variousembodiments, the one way valve 310 is disposed upstream of the ODsecondary flowpath 71 and parallel to the flow of compressed air 271going to the pressure regulating valve 300. The one way valve 310 mayrestrict a flow of the air 276 toward the OD secondary flowpath 71 anddisable flow toward the pressure regulating valve 300.

Referring now to FIG. 8, a flowchart outlining an exemplary method ofoperating a gas turbine engine 800 is generally provided (hereinafterreferred to as “method 800”). The method 800 generally provides anoperation of an engine such as that shown in FIGS. 1-7 and described inregard thereto. The engine 10 generally includes a first turbine bearing200 defining an outer air bearing 210 radially adjacent to a low speedturbine rotor 110 and an inner air bearing 210 radially adjacent to ahigh speed turbine rotor 120 and an HP shaft 34 coupled thereto. Theengine 10 includes a first manifold 260 extended to the first turbinebearing 200 and in fluid communication with a pressure plenum 84 of acombustion section 26 of the engine 10. A second manifold 270 is coupledto the first turbine bearing 200. The second manifold 270 provides fluidcommunication from the first turbine bearing 200 to the pressureregulating valve 300 or to a lower pressure sink (e.g., an ambient oratmospheric condition outside of the engine, or a lower pressure, suchas in the core flowpath proximate to the downstream end of the engine10). The method 800 outlined in FIG. 8 and described herein may provideoperation and support of the interdigitated turbine section 90, such asof the low speed turbine rotor 110 and the high speed turbine rotor 120.

The method 800 includes at 810 flowing air from the pressure plenum tothe first turbine bearing; at 820 flowing air between the outer airbearing and the low speed turbine rotor hub; at 830 flowing air betweenthe inner air bearing and the HP shaft; and at 840 flowing air from thefirst turbine bearing to the pressure regulating valve via the secondmanifold. Although FIG. 8 depicts steps performed in a particular orderfor the purposes of illustration and discussion, those of ordinary skillin the art, using the disclosures provided herein, will understand thatvarious steps of any of the methods disclosed herein may be adapted,modified, rearranged, omitted, or expanded in various ways withoutdeviating from the scope of the present disclosure.

In various embodiments of the method 800 outlined in FIG. 8 anddescribed herein, in conjunction with the embodiments of the engine 10shown in FIGS. 1-7, the step at 810 may include flowing air 261 from thepressure plenum 84 to the first turbine bearing 200 including the outerturbine bearing 210 and the inner turbine bearing 220. At 820, flowingair 261 between the outer air bearing 220 and the hub 105 of the lowspeed turbine rotor 110 includes defining a pressure of the air 261between the outer air bearing 220 and the hub 105 such that defines anon-contacting gap or clearance between the first turbine bearing 200and the hub 105 of the low speed turbine rotor 110. In one embodiment at830, flowing air between the inner air bearing 220 and the HP shaft 34defines a pressure of the air 261 such that defines a non-contacting gapor clearance between the first turbine bearing 200 and the HP shaft 34coupled to the high speed turbine rotor 120. In an embodiment at 840,flowing air 261 from the first turbine bearing 200 to the pressureregulating valve 200 via the second manifold 270 defines a flow andpressure of the air 271 as shown and described in regard to FIGS. 3-7.

In one embodiment, the method 800 further includes at 822 providing afirst supply of air from between the outer air bearing and the low speedturbine rotor hub to the second manifold; at 824 providing a secondsupply of air from between the inner air bearing and the HP shaft to thesecond manifold; and at 825 flowing the first supply of air and thesecond supply of air through the second manifold to a lower pressuresink. For example, the method 800 at 822 may include providing air 271from the annular cavity 218 defined by the groove 217 in the outer airbearing 210, and egressing the air 271 through the first turbine bearing200 to the second manifold 270. The method 800 at 824 may includeproviding air 271 from the first cavity 245 through the first turbinebearing 200 to the second manifold 270. The method 800 at 824 mayfurther include providing air 271 from the second cavity 255 through thefirst turbine bearing 200 to the second manifold 270. The method 800 at825 may include collecting the air 271 from the annular cavity 218 andthe first cavity 245 such that the pressure of the air 271 isnormalized, and egressed through the second manifold 270, as shownschematically by arrows 271 in FIGS. 3-7. The method 800 at 825 mayfurther include collecting the air 271 from the annular cavity 218, thefirst cavity 245, and the second cavity 255, normalizing the pressure,and egressing the air 271 through the second manifold 270.

In one embodiment, the step at 825 includes flowing the first supply ofair and the second supply of air through the second manifold 270 to thepressure regulating valve 300. In still various embodiments, the step at825 may include flowing the first supply of air and the second supply ofair through the second manifold to a lower pressure sink. For example,the lower pressure sink may be an ambient or atmospheric pressurecondition outside of the engine 10 or toward a downstream end 98 of thecore flowpath 70 of the turbine section 90. In various examples, thelower pressure sink generally defines a pressure less than within thepressure plenum 84, the first turbine bearing 200, or the secondmanifold 270. In one embodiment, the lower pressure sink isapproximately 1 bar or less.

In one embodiment of the method 800, the method 800 further includes at850 flowing air from the pressure plenum of the combustion section tothe pressure regulating valve via the third manifold. For example, themethod 800, such as implemented in conjunction with the engine 10 shownin FIGS. 1-7, may include flowing or communicating to the pressureregulating valve 300 the pressure within the pressure plenum 84 via thethird manifold 280, such as shown via the compressed air 281 from thepressure plenum 84 to the pressure regulating valve 300.

In another embodiment, the method 800 further includes at 860 flowingair from between the outer air bearing and the low speed turbine rotorhub to the core flowpath of the engine at the turbine section. Forexample, referring to FIGS. 1-7, the method 800 at 860 includesdirecting a flow of air 262 from the outer plurality of orifices 213 ofthe outer air bearing 210 to the core flowpath 70 at the turbine section90 of the engine 10.

Referring now to FIG. 9, a flowchart outlining an exemplary method ofoperating a gas turbine engine 900 is generally provided (hereinafterreferred to as “method 900”). The method 900 generally provides anoperation of an engine such as that shown in FIGS. 1-7 and described inregard thereto. The method 900 may further include one or more stepsoutlined and described in regard to method 800 outlined and described inregard to FIG. 8. The engine 10 generally includes a first turbinebearing 200 defining an outer air bearing 210 radially adjacent to a lowspeed turbine rotor 110 and an inner air bearing 210 radially adjacentto a high speed turbine rotor 120 and an HP shaft 34 coupled thereto.The engine 10 includes a first manifold 260 extended to the firstturbine bearing 200 and in fluid communication with a pressure plenum 84of a combustion section 26 of the engine 10. A second manifold 270 iscoupled to the first turbine bearing 200. A third manifold 280 iscoupled to the combustion section 26 and provides fluid communicationfrom the pressure plenum 84 to a pressure regulating valve 300. Thesecond manifold 270 provides fluid communication from the first turbinebearing 200 to the pressure regulating valve 300. The method 900outlined in FIG. 9 and described herein may provide operation andsupport of the interdigitated turbine section 90, such as of the lowspeed turbine rotor 110 and the high speed turbine rotor 120, while alsoproviding thermal attenuation at the high speed turbine rotor 120.

The method 900 may include at 910 flowing air from the pressure plenumto the first turbine bearing; at 920 flowing air between the outer airbearing and the low speed turbine rotor hub; at 930 flowing air betweenthe inner air bearing and the HP shaft; at 940 flowing air from thefirst turbine bearing to the pressure regulating valve via the secondmanifold; and at 945 flowing air from the first turbine bearing througha turbine cooling circuit of the high speed turbine rotor. The steps at910, 920, 930, and 940, and various embodiments thereof, may beundertaken as described in regard to the steps at 810, 820, 830, and840, respectively, and in various embodiments thereof.

In various embodiments, such as in regard to FIGS. 4-6, the step at 945includes egressing the flow of air 231 from the first turbine bearing200 through the cooling orifice 230 into the turbine cooling conduit 125of the high speed turbine rotor 120. For example, in one embodiment, inreference to the engine 10 shown and described in regard to FIGS. 4-5,the first turbine bearing 200 defines a conduit there through to providecompressed air 261 from the first manifold 260 and pressure plenum 84and egressing through the cooling orifice 230 adjacent to the turbinecooling circuit 125 of the high speed turbine rotor 120, as depictedschematically by arrows 231.

In one embodiment, the method 900 includes at 950 flowing air from thepressure plenum of the combustion section to the pressure regulatingvalve via the third manifold, such as described in regard to step 850 ofmethod 800 and shown and described in regard to FIGS. 1-7.

In another embodiment, the method 900 includes at 960 flowing air frombetween the outer air bearing and the low speed turbine rotor hub to thecore flowpath of the turbine section, such as described in regard tostep 860 of method 800 and shown and described in regard to FIGS. 1-8.

In still another embodiment, flowing air to the turbine cooling circuit125 of the high speed turbine rotor 120 includes at 970 modulating oradjusting a flow and/or pressure of the compressed air 231 egressing thefirst turbine bearing 200 into the turbine cooling circuit 125. Forexample, referring to FIGS. 6-7, modulating or adjusting a flow and/orpressure of compressed air 231 may include flowing air from the fourthmanifold 290 independently of the first manifold 260.

In still another embodiment, the method 900 may further include at 980monitoring a difference in air pressure from the second manifold and airpressure from the third manifold. For example, monitoring the differencein air pressure includes a difference between the compressed air 271 inthe second manifold 270 and the compressed air 281 in the third manifold280. The compressed air 281, or more specifically, the pressure of thecompressed air 281 provides to the pressure regulating valve 300 areference pressure or muscle air for operating the pressure regulatingvalve 300 to maintain a desired pressure of the compressed air 261 atthe first turbine bearing 200 for maintaining a desired gap or clearancebetween the first turbine bearing 200 and each of the hub 105 and HPshaft 34.

In various embodiments, the method 900 may include at 922 providing afirst supply of air from between the outer air bearing and the low speedturbine rotor hub; at 924 providing a second supply of air from betweenthe inner air bearing and the HP shaft; and at 926 flowing the firstsupply of air and the second supply of air through the second manifoldto the pressure regulating valve. The steps at 922 and 924 may beperformed substantially similarly as described in regard to steps 822and 824 of method 800.

The method 900 at 926 may include collecting the air 271 from theannular cavity 218 and the first cavity 245 such that the pressure ofthe air 271 is normalized, and egressed through the second manifold 270,as shown schematically by arrows 271 in FIGS. 3-7. The method 900 at 926may further include collecting the air 271 from the annular cavity 218,the first cavity 245, and the second cavity 255, normalizing thepressure, and egressing the air 271 through the second manifold 270. Forexample, in one embodiment, the step at 926 includes flowing the firstsupply of air and the second supply of air through the second manifold270 to the pressure regulating valve 300.

Referring now to FIG. 10, a flowchart outlining an exemplary method ofthermal management a gas turbine engine 1000 is generally provided(hereinafter referred to as “method 1000”). The method 1000 may providethermal attenuation of the low speed turbine rotor 110 of theinterdigitated turbine section 90 such as shown and described in regardto FIGS. 1-7. The method 1000 may further include one or more steps ofthe method 800 and/or method 900 and outlined and described in regard toFIGS. 8-9.

The method 1000 may include at 1010 flowing air from the pressure plenumto the first turbine bearing; at 1020 flowing air between the outer airbearing and the low speed turbine rotor hub; at 1030 flowing air betweenthe inner air bearing and the HP shaft; and at 1040 flowing air from thefirst turbine bearing to the pressure regulating valve via the secondmanifold. The steps at 1010, 1020, 1030, and 1040, and variousembodiments thereof, may be undertaken as described in regard to thesteps at 810, 820, 830, and 840, respectively, and in variousembodiments thereof.

The method 1000 further includes at 1047 flowing air from the firstturbine bearing to the outer diameter (OD) secondary flowpath via thesecond manifold. For example, the method 1000 at 1047 may includeflowing compressed air 271 from the second manifold 270 through theturbine cooling supply manifold 275 coupled to the outer turbine casing155 and in fluid communication with the OD secondary flowpath 71, suchas shown schematically by arrows 276 in FIG. 5.

In one embodiment of the method 1000 at 1047, flowing air 276 throughthe OD secondary flowpath 71 may include opening a one way valve (e.g.,one way valve 310), such as by defining a pressure of the air 271 in thesecond manifold 270 that overcomes the one way valve 310 at the turbinecooling supply manifold 275. In various embodiments, the method 1000 at1047 may include operating the engine 10 at a cruise power condition orhigher of the LTO.

In one embodiment, the method 1000 may further includes at 1049 flowingair from the OD secondary flowpath to the core flowpath. For example, inregard to FIG. 5, compressed air, shown schematically by arrows 276,flows from the turbine cooling supply manifold 275 through the ODsecondary flowpath 71 into the core flowpath 70. More specifically, thecompressed air 276 flows proximate to the outer shroud 114 and the outershroud airfoils 118 of the low speed turbine rotor 110 to providecooling. In various embodiments, the compressed air 276 may further flowtoward the downstream end 98 within the OD secondary flowpath 71 tofurther provide cooling along the low speed turbine 110.

In another embodiment, the method 1000 may further include at 1090flowing air from the pressure regulating valve to a lower pressure sink.For example, referring to FIG. 5, the method 1000 at 1090 may includeflowing air 299 from the pressure regulating valve 300 to the coreflowpath 70 at the downstream end 98 of the turbine section 90 (e.g.,proximate to the inner shroud airfoils 119 of the low speed turbinerotor 110). As another example, the method 1000 at 1090 may includeflowing air 299 to an ambient condition outside of the core flowpath 70.In various embodiments, the method 1000 at 1090 includes operating theengine 10 below a cruise power condition (e.g., approach, landing, taxi,or generally at low pressure/low altitude conditions).

In various embodiments, the method 1000 may further includes steps shownand described in regard to method 800 and method 900, such as, the steps822, 824, 926, 945, 850, 860, 970, or 980 commensurate to steps 1022,1024, 1026, 1045, 1050, 1060, 1070, or 1080 herein.

The turbine section 90 shown and described herein may improve uponexisting turbine sections by providing improved fuel efficiency,operational efficiency, and/or power output while maintaining orreducing weight, part count, and/or packaging. The plurality of outershroud airfoils 118 of the low speed turbine rotor 110 interdigitatedamong the plurality of high speed turbine airfoils 122 of the high speedturbine rotor 120 may reduce packaging and reduce part count by removingstages of stationary airfoils between each rotating component.Additionally, the turbine section 90 may provide efficiency benefitscomparable to a reduction gearbox without adding weight or size (e.g.axial length) to the engine 10. The low speed turbine rotor 110, as thefirst stage downstream of the combustion section 26, may further improveengine efficiency by reducing cooling air appropriated away fromproducing combustion gases 86, thereby allowing more energy from thecompressor section 21 to be used in combustion and operation of theengine 10. Furthermore, removing the nozzle guide vane between thecombustion section 26 and the low speed turbine rotor 110 of the turbinesection 90 may reduce or eliminate design constraints related to hotspots in the combustion gases along the annulus of the core flowpath 70.

The various embodiments of the turbine section 90 generally shown anddescribed herein may be constructed as individual blades installed intodrums or hubs, or integrally bladed rotors (IBRs) or bladed disks, orcombinations thereof. The blades, hubs, or bladed disks may be formed ofceramic matrix composite (CMC) materials and/or metals appropriate forgas turbine engine hot sections, such as, but not limited to,nickel-based alloys, cobalt-based alloys, iron-based alloys, ortitanium-based alloys, each of which may include, but are not limitedto, chromium, cobalt, tungsten, tantalum, molybdenum, and/or rhenium.The turbine section 90, or portions or combinations of portions thereof,including the inner shroud 112, the outer shroud 114, the connectingairfoil(s) 116, the plurality of outer shroud airfoils 118, and/or theplurality of inner shroud airfoils 119, may be formed using additivemanufacturing or 3D printing, or casting, forging, machining, orcastings formed of 3D printed molds, or combinations thereof. Theturbine section 90, or portions thereof, such as stages of the rotatingcomponents 110, 120, 130, the outer shroud 114, the inner shroud 112,and/or various shrouds, seals, and other details may be mechanicallyjoined using fasteners, such as nuts, bolts, screws, pins, or rivets, orusing joining methods, such as welding, brazing, bonding, friction ordiffusion bonding, etc., or combinations of fasteners and/or joiningmethods. Still further, it should be understood that the low speedturbine rotor 110, including the inner and/or outer shroud 112, 114, mayincorporate features that allow for differential expansion. Suchfeatures include, but are not limited to, aforementioned methods ofmanufacture, various shrouds, seals, materials, and/or combinationsthereof.

The systems and methods shown in FIGS. 1-10 and described herein maydecrease fuel consumption, increase operability, increase engineperformance and/or power output while maintaining or reducing weight,part count, and/or packaging (e.g. radial and/or axial dimensions). Thesystems provided herein may allow for increased high bypass ratiosand/or overall pressure ratios over existing gas turbine engineconfigurations, such as turbofans, while maintaining or reducingpackaging relative to other gas turbine engines of similar power output.The systems described herein may contribute to improved bypass ratioand/or overall pressure ratio and thereby increase overall gas turbineengine efficiency. The systems provided herein may increase overall gasturbine engine efficiency by reducing or eliminating stationary airfoilsthat require cooling air (e.g. nozzle guide vane).

Still further, the systems and methods shown in FIGS. 1-10 and describedherein may reduce a product of a flow area and the square of therotational speed (the product herein referred to as “AN²”) of the gasturbine engine. For example, engine 10 shown and described in regard toFIGS. 1-10 may generally reduce AN² relative to a conventional gearedturbofan configuration. Generally, lowering the AN², such as by reducingthe rotational speed and/or the flow area, increases the requiredaverage stage work factor (i.e. the average required loading on eachstage of rotating airfoils). However, the systems described herein maylower the AN² while also lowering the average stage work factor andmaintaining axial length of the turbine section 90 (compared to enginesof similar thrust output and packaging) by interdigitating the low speedturbine rotor 110 among the one or more stages of the high speed turbinerotor 120 and the intermediate speed turbine 130 while also defining anon-digitated turbine structure (i.e. the inner shroud 112 and theplurality of inner shroud airfoils 119) toward the downstream end 98 ofthe turbine section 90. Therefore, the low speed turbine rotor 110 mayincrease the quantity of rotating stages of airfoils while reducing theaverage stage work factor, and therefore the AN², while mitigatingincreases in axial length to produce a similar AN² value. The low speedturbine rotor 110 may further reduce the AN² while additionally reducingthe overall quantity of airfoils, rotating and stationary, in theturbine section 90 relative to turbine sections of gas turbine enginesof similar power output and/or packaging.

Furthermore, the systems and methods shown in FIGS. 1-10 and describedherein may further improve engine efficiency, reduce airfoil quantity,reduce engine weight, and/or alleviate combustion section designconstraints by interdigitating the low speed turbine rotor 110 forwardor upstream 99 of the high speed turbine rotor 120. For example,defining the first stage of the low speed turbine rotor 110 asimmediately downstream 98 of the combustion section 26, without a firstturbine vane or nozzle guide vane therebetween, as well as defining thelow speed turbine rotor 110 in counter-rotation with the high speedturbine rotor 120, may reduce effects of overall combustion hot spots onthe first stage of the low speed turbine rotor 110 in contrast to astationary, first turbine vane or nozzle guide vane. As such, theturbine section 90 and engine 10 described herein may remove constraintsto combustion section 26 design by de-emphasizing hot spots, orcombustion pattern factor, in favor of other design criteria, such asdecreasing emissions, improving lean blow-out (LBO) and/or altitudere-light, improving overall operability across part or all of anoperating envelope, or increasing the operating envelope.

This written description uses examples to disclose the invention,including the best mode, and also to enable any person skilled in theart to practice the invention, including making and using any devices orsystems and performing any incorporated methods. The patentable scope ofthe invention is defined by the claims, and may include other examplesthat occur to those skilled in the art. Such other examples are intendedto be within the scope of the claims if they include structural elementsthat do not differ from the literal language of the claims, or if theyinclude equivalent structural elements with insubstantial differencesfrom the literal languages of the claims.

What is claimed is:
 1. A gas turbine engine defining a longitudinaldirection, a radial direction extended from an axial centerline, and acircumferential direction, the gas turbine engine comprising: a firstturbine rotor comprising a hub extended along the longitudinaldirection; a second turbine rotor comprising a shaft coupling the secondturbine rotor to a compressor rotor, wherein the shaft is extended alongthe longitudinal direction and is radially inward of the hub of thefirst turbine rotor, and wherein the second turbine rotor comprises aturbine cooling conduit extended within the second turbine rotor; and aturbine bearing assembly positioned between the hub of the first turbinerotor and the shaft, wherein the turbine bearing assembly comprises anouter air bearing at an outer diameter of the turbine bearing assembly,and wherein the outer air bearing is adjacent to the hub of the firstturbine rotor, and wherein the turbine bearing assembly comprises aninner air bearing along an inner diameter of the turbine bearingassembly, and wherein the inner air bearing is adjacent to the shaft,and further wherein the turbine bearing assembly comprises a coolingorifice adjacent to the turbine cooling conduit of the second turbinerotor, and wherein the cooling orifice at the turbine bearing assemblyand the turbine cooling conduit at the second turbine rotor are in fluidcommunication.
 2. The gas turbine engine of claim 1, wherein the coolingorifice comprises a nozzle configured to accelerate a flow of air fromthe turbine bearing assembly to the turbine cooling conduit of thesecond turbine rotor.
 3. The gas turbine engine of claim 1, wherein thecooling orifice comprises a plurality of vanes configured to acceleratea flow of air along the longitudinal and circumferential directions,wherein acceleration of the flow of air along the circumferentialdirection is along the same direction of rotation as the second turbinerotor.
 4. The gas turbine engine of claim 1, the gas turbine enginecomprising: a combustion section; a compressor section, wherein one orboth of the combustion section or the compressor section forms apressure plenum; and a first manifold connected to the turbine bearingassembly, wherein the first manifold is extended from the pressureplenum to the turbine bearing assembly, and wherein the first manifoldprovides fluid communication between the pressure plenum and the turbinebearing assembly.
 5. The gas turbine engine of claim 4, the gas turbineengine comprising: a second manifold extended from the turbine bearingassembly in fluid communication with a pressure regulating valve.
 6. Thegas turbine engine of claim 5, the gas turbine engine comprising: athird manifold extended from the pressure plenum to the pressureregulating valve, wherein the pressure plenum and the pressureregulating valve are in fluid communication via the third manifold. 7.The gas turbine engine of claim 4, the gas turbine engine comprising: apressure plenum manifold extended from the pressure plenum to theturbine bearing assembly, the pressure plenum manifold independentlyoperable from the first manifold.
 8. The gas turbine engine of claim 7,wherein the pressure plenum manifold, the cooling orifice, and theturbine cooling conduit are together in fluid communication.
 9. The gasturbine engine of claim 1, wherein the turbine bearing assemblycomprises an outer plurality of orifices positioned at the outer airbearing, and wherein the outer plurality of orifices is adjacent to thehub of the first turbine rotor, and wherein the turbine bearing assemblycomprises an inner plurality of orifices positioned at the inner airbearing, and wherein the inner plurality of orifices is adjacent to thesecond turbine rotor.
 10. The gas turbine engine of claim 1, wherein theturbine bearing assembly comprises an at least partially annular grooveat the outer diameter of the turbine bearing assembly, and wherein thegroove is radially adjacent to the hub of the first turbine rotor. 11.The gas turbine engine of claim 1, wherein the gas turbine enginedefines a compressor seal interface between a compressor and the turbinebearing assembly, and wherein the gas turbine engine forms a firstcavity between the compressor seal interface and the turbine bearingassembly.
 12. The gas turbine engine of claim 1, wherein the gas turbineengine defines a turbine seal interface between the second turbine rotorand the turbine bearing assembly, and wherein the gas turbine engineforms a second cavity between the second turbine rotor and the turbinebearing assembly.
 13. The gas turbine engine of claim 1, wherein thefirst turbine rotor is interdigitated with the second turbine rotor, andwherein the first turbine rotor is operable at a first maximumrotational speed less than the second turbine rotor operable at a secondmaximum rotational speed, and wherein the first turbine rotor comprisesat least one stage upstream of the second turbine rotor.
 14. The gasturbine engine of claim 13, wherein the first turbine rotor isimmediately downstream of a combustion section.
 15. The gas turbineengine of claim 1, the gas turbine engine comprising: a combustionsection; a compressor section; and a manifold connected to the turbinebearing assembly, wherein the manifold is configured to provide a flowof air from a pressure plenum at one of the combustion section or thecompressor section through the cooling orifice at the turbine bearingassembly and to the turbine cooling conduit at the second turbine rotor.16. The gas turbine engine of claim 1, wherein the second turbine rotorcomprises a cooling circuit egress in fluid communication with theturbine cooling conduit and a core flowpath at a turbine section of thegas turbine engine.
 17. The gas turbine engine of claim 1, the gasturbine engine comprising: a combustion section; a compressor section; afirst manifold extended from a pressure plenum at one of the combustionsection or the compressor section, wherein the first manifold isconnected to the turbine bearing assembly, and wherein the firstmanifold provides a flow of air from the pressure plenum to the turbinebearing assembly; a second manifold extended from the turbine bearingassembly in fluid communication with a pressure regulating valve,wherein the second manifold provides fluid communication between thepressure regulating valve and a first cavity formed between a compressorseal interface and the turbine bearing assembly; and a third manifoldextended in fluid communication from the pressure plenum to the pressureregulating valve, wherein the third manifold provides a motive pressureat the pressure regulating valve.
 18. The gas turbine engine of claim17, wherein the turbine bearing assembly comprises: an outer pluralityof orifices at the outer air bearing of the turbine bearing assembly,wherein the outer plurality of orifices provides fluid communication ofthe flow of air from the first manifold to a first volume between thehub of the first turbine rotor and the turbine bearing assembly; aninner plurality of orifices at the inner air bearing of the turbinebearing assembly, wherein the inner plurality of orifices provides fluidcommunication of the flow of air from the first manifold to a secondvolume between the shaft of the second turbine rotor and the turbinebearing assembly; and wherein the second manifold is configured toprovide the flow of air from each of the first volume and the secondvolume to the pressure regulating valve.
 19. The gas turbine engine ofclaim 17, the gas turbine engine comprising: a check valve, wherein thecheck valve and the pressure regulating valve are together in parallelarrangement relative to the second manifold, and wherein the secondmanifold is in fluid communication with the check valve and the pressureregulating valve.
 20. The gas turbine engine of claim 19, the gasturbine engine comprising: a turbine casing defining a secondaryflowpath positioned between a rotatable outer shroud of the firstturbine rotor and the turbine casing; and a turbine cooling supplymanifold connected in fluid communication to the second manifold,wherein the turbine cooling supply manifold is configured to providefluid communication between the second manifold and the secondaryflowpath, and wherein the check valve is positioned fluidly between thesecond manifold and the secondary flowpath.